Chapter 9 Contents
9. COMPLETE STREETS DESIGN POLICY
2 9.1. Overview
9.1.1. 9.1.2. 9.1.3. 2 Principles
References
Definition of Accommodation
3 3 5 9.2. Typical Users & Needs
9.2.1. 9.2.2. 9.2.3. 9.2.4. 5 Pedestrians
Bicyclists
Transit Users
Needs and Volumes
6 6 7 7 9.3. User Networks
9.3.1. 9.3.2. 9.3.3. 8 Pedestrian Networks
Bicycle Networks
Transit Networks
8 10 15 9.4. Warrants for Accommodation
9.4.1. 9.4.2. 9.4.3. 9.4.4. 16 Pedestrian Warrants
Bicycle Warrants
Transit Warrants
Exclusions
16 17 18 18 9.5. Design of Accommodations
9.5.1. 9.5.2. 9.5.3. 19 Pedestrian Accommodation Design
Bicycle Accommodation Design
Transit Accommodation Design
19 24 27 9.6. Acknowledgements
27 List of Figures
Figure 9.1. Pedestrian Network Map for Gainesville-Hall MPO.
9
Figure 9.2. Examples of Designated Bicycle Routes.
10
Figure 9.3. Local, Regional, State and U.S. Bicycle Routes in Georgia
11
Figure 9.4. Georgia Bicycle Route Network (1997).
11
Figure 9.5. Atlanta Regional Commission (ARC) Bicycle Network Recommendations.
14
Figure 9.6. Georgia Map Showing Counties with Fixed-Route Transit Systems.
14
Figure 9.7. Illustrations of Pedestrian Facility Design – Urban Border Area.
22
Figure 9.8. Illustrations of Pedestrian Facility Design – Rural Border Area.
23
Figure 9.9. Illustration of Bicycle Lane Design along Rural and Urban Roadways.
26
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9. COMPLETE STREETS DESIGN POLICY
9.1. Overview
It is the policy of the Georgia Department of Transportation (GDOT) to routinely incorporate bicycle,
pedestrian, and transit (user and transit vehicle) accommodations into transportation infrastructure
projects as a means for improving mobility, access, and safety for the traveling public. Accordingly,
GDOT coordinates with local governments and regional planning agencies to ensure that bicycle,
pedestrian, and transit needs are addressed beginning with system planning and continuing through
design, construction, and maintenance and operations. This is the “Complete Streets” approach for
promoting pedestrian, bicycle, and transit modes of travel in the State of Georgia.
The concept of Complete Streets emphasizes safety, mobility, and accessibility for all modes of travel
(including pedestrians, bicyclists, transit riders, and motorists) and individuals of all ages and abilities.
The design of transportation projects for multiple modes of travel requires the balancing of the needs of
each mode. This “balance” must be accomplished in a context sensitive manner appropriate to the
type of roadway and conditions within the project and surrounding areas.
This policy is consistent with the following policy statement from the U.S. Department of Transportation
Policy Statement on Bicycle and Pedestrian Accommodation.
The DOT policy is to incorporate safe and convenient walking and bicycling facilities into
transportation projects. Every transportation agency, including DOT, has the responsibility to
improve conditions and opportunities for walking and bicycling and to integrate walking and
bicycling into their transportation systems. Because of the numerous individual and community
benefits that walking and bicycling provide — including health, safety, environmental,
transportation, and quality of life — transportation agencies are encouraged to go beyond
minimum standards to provide safe and convenient facilities for these modes.
GDOT’s primary strategy for implementing Complete Streets is to incorporate bicycle, pedestrian, and
transit accommodations into roadway construction and reconstruction projects. Local government and
regional planning agencies can also implement Complete Streets by partnering with GDOT and by
initiating and managing their own locally-funded projects and programs. GDOT assists local
governments and MPOs by administering special programs such as Safe Routes to School (SRTS),
Transportation Enhancement (TE), and the Livable Centers Initiative (LCI) – these programs will be
updated with implementation of MAP-21. In addition, GDOT administers transit and passenger rail
programs1 to promote motorized transit alternatives such as bus, van-pool, and rail travel.
Overall the above efforts advance an incremental approach for developing local, regional, and
statewide transportation networks for multimodal use. This approach also supports a objective of the
Statewide Strategic Transportation Plan to increase the overall health and prosperity of citizens and
businesses that use and depend on Georgia’s transportation system.
1
The GDOT Transit Program administers state and federal funds which provide capital and operating assistance
for bus and van-pools as well as providing planning assistance to all 15 MPOs in Georgia. The GDOT Georgia
Rail Passenger Program (GRPP) provides a comprehensive plan for both commuter and intercity train travel
within Georgia.
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9.1.1. Principles
The following principles form a basis for the policies presented in the remainder of this chapter relating
to bicycle and pedestrian accommodations.





Accommodations for bicycles and pedestrians should be integrated into roadway new
construction and reconstruction projects through design features appropriate to the context and
function of the transportation facility.
The design and construction of new facilities should anticipate likely demand for bicycling and
pedestrian facilities within the design life of the facility.
The design of intersections and interchanges should accommodate bicyclists and pedestrians in
a manner that addresses the need for bicyclists and pedestrians to safely cross roadways, as
well as travel along them.
The design of new and reconstructed roadways should not preclude the future accommodation
of bicycle and pedestrian access along and across corridors.
While it is not the intent of preventive maintenance (PM) or Resurfacing, Restoration, and
Rehabilitation (3R) projects to expand existing facilities, opportunities to provide or enhance
safety for pedestrians and bicyclists should be considered during the programming phase of
these projects.
The following principles form a basis for the policies presented in the remainder of this chapter relating
to transit accommodations.



Accommodations for transit should be integrated into roadway new construction and
reconstruction projects through design features appropriate for the context and function of the
roadway, and the associated transit facility (e.g., transit stops/stations, or park-and-ride lots).
The design of roadways and intersections near transit facilities should accommodate
pedestrians in a manner that addresses the needs for pedestrians walking along or across
roadways to safely access a transit facility.
The design of new and reconstructed roadways should not preclude the accommodation of
transit facilities (e.g., light rail, street cars, and bus rapid transit) planned and funded for
construction within the design life of the roadway project.
9.1.2. References
Primary References
Refer to the most current edition of the following publications for planning considerations related to
pedestrian, bicycle, and transit facilities, as well as information on specific accommodations:

Context Sensitive Design Manual, GDOT, ROADS web page.

Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, Institute of
Transportation Engineers (ITE) and Congress for the New Urbanization (CNU), 2010.

FHWA Bicycle & Pedestrian Program - Design Guidelines web page, FHWA.
http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/design_guidance/

Georgia Guidebook for Pedestrian Planning, GDOT, ROADS web page.

Georgia Bicycle and Pedestrian Safety Action Plan, GDOT, Governor’s Office of Highway
Safety (GOHS).

Guide for the Planning, Design, and Operation of Pedestrian Facilities, AASHTO, 2004.
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
Multimodal Level of Service Analysis for Urban Streets (NCHRP Report 616), National
Cooperative Highway Research Program (NCHRP), 2008.

Pedestrian and Streetscape Guide, GDOT, ROADS web page.

Transit Capacity and Quality of Service Manual (TCRP Report 100), TCRP, 2003.
Refer to the most current edition of the following publications for the design of pedestrian, bicycle, and
transit accommodations:

Accessible Public Rights-of-Way, Planning and Designing for Alterations, Public Rights-of-Way
Access Advisory Committee, 2007.

Designing Sidewalks and Trails for Access, Part II of II: Best Practices Design Guide, FHWA,
2001. (Note: web HMTL version incorporates corrections in the errata sheet.)

Geometric Design of Highways and Streets, American Association of State Highway and
Transportation Officials (AASHTO), 2011.

Guide for High-Occupancy Vehicle (HOV) Facilities, AASHTO, 2004.

Guide for the Development of Bicycle Facilities, AASHTO , 2012.

Guidelines for the Location and Design of Bus Stops (TCRP Report 19), TCRP, 1996.

Highway Capacity Manual 2010, TRB, 2010.

Manual on Uniform Traffic Control Devices (MUTCD), Federal Highway Association (FHWA),
2009.

Proposed Guidelines for Public Rights-of-Way (PROWAG)2, United States Access Board, 2011.
Consult adopted state, regional, and local planning documents to help identify existing and planned
pedestrian, bicycle, and transit facilities. Below are the major types of planning documents commonly
adopted by local governments, MPOs, and regional commissions.

State and regional long range transportation plans.

City/County comprehensive transportation plans.

City/County bicycle master plans.

City/County pedestrian master plans.
Where used to evaluate warrants (refer to Section 9.4 Warrants for Accommodation of this manual),
information from the above planning documents should be verified with the organization originating the
document. The GDOT State Bicycle and Pedestrian Coordinator should be consulted in the event that
planning documents show conflicting information about a specific facility and to verify that information
shown is current and correct. Corridor or facility planning studies may also be considered.
Additional References
The following publications may also be helpful references:
2
The Americans with Disabilities Act (ADA) was enacted by the U.S. Congress and signed into law on
July 26, 1990, and later amended with changes effective January 1, 2009. ADA design guidelines for
accessible buildings and facilities are published in the ADA Accessibility Guidelines (ADAAG). ADA
design guidelines for accessible public rights-of-way are published in the U.S. Access Board Proposed
Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG).
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
Improving Pedestrian Safety at Unsignalized Crossings (TCRP 112/NCHRP 562), Transit
Cooperative Research program (TCRP) and National Cooperative Research Program
(NCHRP), 2006.

Local Street Design Guides3 (where applicable).

Management and Design Guidelines for the Regional Thoroughfare Network, Atlanta Regional
Commission (ARC).

Urban Bikeway Design Guide, National Association of City Transportation Officials (NATCO),
2011. (Refer to the FHWA document Bicycle Facilities and the Manual on Uniform Traffic
Control Devices for the status of specific bicycle facilities in FHWA’s MUTCD.)
9.1.3. Definition of Accommodation
An accommodation is here defined as any facility, design feature, operational change, or maintenance
activity that improves either non-motorized or transit travel (or both). The type of accommodation will
vary by location and the needs of typical users, but the safety and accessibility of all modes should be
considered in every applicable situation.
Commonly applied non-motorized user accommodations include sidewalks, curb ramps, pedestrian
crossings, bicycle lanes (or wide, paved shoulders), shared-use paths, and midblock treatments such
as marked crosswalks, median islands, signs, lighting, and accessibility features; and/or other
treatments as necessary.
Transit accommodations include accommodations for user access to transit stops/stations (by
pedestrians and bicyclists) as well as accommodations for transit vehicles accessing bus stops and
traveling along the corridor. Examples of transit user accommodations include sidewalks, crosswalks,
pedestrian push-buttons and signal heads etc… Examples of transit vehicle accommodations for bus
stops include landing pads and bus pull-outs. A wide range of transit accommodations are described in
Toolkit 9 of the GDOT Pedestrian Streetscape Guide, Chapter 9 of the ITE publication Designing
Walkable Urban Thoroughfares: A Context Sensitive Approach, and Chapter 3 of the ARC
Management and Design Guidelines for the Regional Thoroughfare Network.
9.2. Typical Users & Needs
The selection and design of appropriate accommodations requires a clear understanding of the users
that are to be benefited. Organizations in Georgia which promote pedestrian, bicycle and transit modes
of travel are helpful resources for understanding these users and their needs.
Pedestrians and bicyclists are often grouped together when referring to non-motorized users. Both
users generally travel at the far right or outside the roadway, are generally slower than adjacent motor
vehicles, and are more influenced by their immediate surroundings. Since both non-motorized modes
travel under their own power and are more exposed to the elements, both often prefer direct routes or
shortcuts to minimize their effort and time.
Transit users often access transit facilities as pedestrians and so have needs that are very similar to
those of non-motorized users.
3
Examples of local street design guides include: Move Atlanta: A Design Manual for Active, Balanced
and Complete Streets, City of Atlanta, GA.; and Urban Street Design Guidelines, City of Charlotte, NC.
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9.2.1. Pedestrians
Most transportation trips begin or end with walking. Many pedestrians choose to walk for convenience,
personal health, or out of necessity. They often prefer greater separation from the roadway, require
additional time to cross roadways, and are the most vulnerable of all roadway users. In addition,
pedestrians will often seek to minimize travel distance, choosing direct routes and shortcuts even when
facilities are not provided. Walking trips are often combined with transit for traveling longer distances,
making accessibility to transit stops and stations an important consideration.
In urban areas, walking trips are often also combined with private motor vehicle trips. In this case,
people often park once and then walk between stores, restaurants and other facilities/services.
A pedestrian is defined as a person afoot. This also includes individuals in wheel chairs (motorized or
non-motorized) and on skates and skateboards. Pedestrians include children, senior citizens, and
people with physical disabilities; these groups may require additional considerations.
9.2.2. Bicyclists
Bicyclists utilize public roadways for most trips and are therefore subject to vehicular laws. Therefore,
the bicycle facility should be designed to encourage bicycling behavior that is as predictable as possible
when interacting with motor vehicle traffic. Bicycling trips serve both utilitarian and recreational
purposes, often in the same trip. Utilitarian trips are trips that are needed as part of a persons daily
activities such as commuting to work, shopping or errands, or taking a child to school. Recreational
trips are usually discretionary trips made for exercise and/or leisure.
Rider age and skill level vary considerably. Utilitarian bicyclists are generally more experienced and
confident and will typically choose whichever roadway (or off-road facility) provides for the most direct,
safe and comfortable travel to their destinations. Recreational bicyclists are generally younger and/or
less experienced and will typically choose routes for comfort or scenery, feel more comfortable on
lower-speed and lower-volume roadways, and prefer separated or delineated bicycle facilities. Children
have a wide range of skills and cognitive capability and will typically travel only on separated paths and
very low-volume and low-speed residential streets. Where allowed by local government ordinance or
resolution, children below the age of 12 may also ride on sidewalks.
Bicycle facilities should be context sensitive4 and should be selected based on the expected needs of
typical users, the characteristics of the roadway corridor, the accessibility of the facility to area
destinations, and other considerations. Bicycle facilities (or bikeways) may be either on-road or offroad bikeways: common on-road bikeways include bicycle lanes and shared lanes, common off-road
bikeways include shared-use paths and cycle tracks. On-road bikeways allow bicyclists to circulate
with traffic, allow easier access to destinations, and help bicyclists behave more predictably. Off-road
bikeways may allow greater separation from high-speed traffic but need careful consideration at
driveways, intersections, and constrained areas. These two types of bikeways are not interchangeable
(or mutually exclusive) and careful examination of their application should be conducted on a case-bycase basis.
4
May be defined as a collaborative, interdisciplinary process which involves all stakeholders to design a
transportation facility that fits its applicable setting and preserves scenic, aesthetic, historic and environmental
resources while maintaining safety and mobility. This process balances design objectives for safety, efficiency,
capacity and maintenance while integrating community objectives relating to compatibility, livability, sense of
place, urban design, cost and environmental impacts.
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Refer to Chapter 2 of AASHTO publication Guide for the Development of Bicycle Facilities (AASHTO
Guide) for information on the various types of on-road and off-road bikeways. Additional information
can be found in the NATCO publication Urban Bikeway Design Guide.
9.2.3. Transit Users
Transit serves a vital transportation function by providing people with mobility and access to
employment, schools, community and recreational facilities, medical care, shopping centers, and to
other communities. Transit directly benefits those who choose this form of travel, as well as those who
have no other choice or means of travel. Transit also benefits motor vehicle users by helping to reduce
congestion on roadway networks.
The success of a transit system depends on the availability of safe and easy access to transit
stations/stops and park-and-ride facilities. Accordingly, transit user accommodations along and across
streets served by transit (or on streets that lead to transit corridors) should provide safe and convenient
pedestrian access to and from those facilities. Users also commonly access transit by bicycle, car and
taxi, as well as other modes of transit.
One of the most important considerations for ensuring safe and convenient access to transit stops is to
provide accommodations that allow users to cross the road to access these facilities. This is of
particular concern as a disproportionately high number of pedestrian crossing crashes occur at transit
stops. Accordingly, each transit stop should be evaluated to ensure that adequate crossing
opportunities are provided. This may include relocation of the bus stop to where safe access cannot be
otherwise provided.
Along with accessibility, other accommodations may need to be considered. Examples include bus
pullouts, lane and signal prioritization, and signage, and space for transit stop amenities.
9.2.4. Needs and Volumes
The degree of non-motorized/transit use and their needs should be determined during the project
planning or concept development phase. Defining these will often require local input and for most
projects can be accomplished during the initial concept meeting, reconnaissance of the project area,
and meetings with local officials and stakeholders. Public Information Open House (PIOH) meetings
are also a useful venue for obtaining this information.
Planning studies for bicycle, pedestrian, and transit travel normally consider the number of users, their
typical needs, and significant barriers to travel. This includes measuring current and projecting future
travel, evaluating existing conditions, and identifying constraints and opportunities. For bicycle and
pedestrian travel (i.e., non-motorized), typical planning tools may include non-motorized traffic counts,
Bicycle or Pedestrian Level of Service formulas, Latent Demand (i.e., potential demand) Scores, user
surveys, information from transit service providers, and public input. These tools all help establish user
levels, destinations, and facility needs above the most basic routine project accommodations.
For transit within urbanized areas; applicable MPOs, regional commissions, and local governments
should be contacted to identify specific transit agency(s) providing services on or near the project
corridor. Transit agencies identified through this coordination should then be contacted to verify the
location of facilities and routes.
The findings of investigations and decisions relating to non-motorized and transit users should be
documented in the concept report. This information may be qualitative in nature but must be sufficient
for use by the design phase leader to evaluate the bicycle, pedestrian and transit warrants presented in
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Section 9.4 of this chapter. The evaluation of warrants should be included under a separate heading in
the concept report. If the project is expected to adversely impact existing bicycle, pedestrian or transit
accommodations, this should also be noted.
9.3. User Networks
9.3.1. Pedestrian Networks
Pedestrian networks and associated facilities provide access between local destinations within
neighborhoods, towns, and cities. Individual pedestrian networks are interconnected by means of
transit and motor vehicle networks to allow for travel within these areas. Facilities that comprise these
networks commonly include: sidewalks (with curb ramps), crosswalks (with necessary traffic control
devices), shared-use paths, recreational paths and trails, pedestrian underpasses and overpasses, and
wide shoulders in rural areas.
Well-developed pedestrian networks provide continuous direct routes and convenient connections
between destinations, such as homes, schools, shopping areas, public services, recreational
opportunities, and transit. These types of destinations are more densely distributed in urban areas due
to there relatively high population.
Urban areas are defined as either “urbanized areas” or “urban cluster areas” (i.e., urban areas), as
designated by the US Bureau of Census. Urbanized areas have populations of more than 49,999 and
are represented by 15 Georgia MPOs. Urban areas have populations of 5,000 to 49,999 and are
represented by 12 regional commissions. The boundaries for urbanized and urban areas are shown on
Urban Area Boundary Maps on the GDOT web page Statewide Functional Classification & Urban Area
Boundary Update. Rural areas are defined by a population of less than 5,000 and make up of areas
outside of urbanized and urban areas.
Many regional planning commissions, MPOs, and local governments have adopted plans for pedestrian
networks. An example is provided as Figure 9.1 Pedestrian Network Map for Gainesville – Hall
MPO. Refer to the Gainesville–Hall MPO Bicycle and Pedestrian Plan for more information on this
network. Where available, such maps should be consulted in order to evaluate the pedestrian warrants
presented in Section 9.4.1 Pedestrian Warrants of this Manual. The applicable local government,
MPO or regional planning commission which prepared the map may be contacted to verify the location
and intended types of pedestrian accommodation. For most urban areas maps will not be available.
Consequently, the need for pedestrian accommodations should always consider local conditions along
and near the corridor being improved.
The GDOT State Bicycle and Pedestrian Coordinator (within the Safety Unit of the GDOT Office of
Traffic Operations) can be consulted with any questions.
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Figure 9.1. Pedestrian Network Map for Gainesville-Hall MPO.
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9.3.2. Bicycle Networks
Bicycle networks include nearly every roadway within Georgia, with the exception of those routes –
such as interstate highways and other limited access facilities – on which bicycles are specifically not
allowed. This network includes roads of all functional classes as well as off-road routes (e.g., multi-use
paths) and may or may not have existing bicycle accommodations.
Individual networks have been defined by the GDOT, local governments, MPOs and regional planning
commissions to facilitate bicycle travel within urban areas, and in rural areas by connecting
metropolitan areas or regional destinations. Metropolitan and regional destinations include those of
important scenic, historic, cultural, recreational, commercial, educational, and employment value as
well as to transit facilities. These individual bicycle networks are often comprised of many individual
bicycle routes.
An overall state-wide network is formed by linking together local/regional bicycle routes/networks with
the Georgia Bicycle Route network. This overall bicycle network is illustrated on Figure 9.3 Local,
Regional, State and U.S. Bicycle Routes in Georgia. The Georgia Bicycle Route Network is shown
in Figure 9.4 Georgia State Bicycle Network.
Bicycle Routes
A bicycle route is any road, street, path or way which in some manner is specifically designated (i.e.,
adopted) by a jurisdictional authority to be prioritized for bicycle travel, regardless of whether or not
bicycle facilities are present. Although these routes are designated as preferred routes for bicyclists,
bicyclists are allowed to ride on any road legally open to bicycles - regardless of the presence or
absence of specific bicycle accommodations or designations. Photographs showing examples of
designated bicycle routes are provided in Figure 9.2 Examples of Designated Bicycle Routes.
Shared-Lane, Scenic Byway, N. Georgia; Bicycle Lane, Sugarloaf Parkway, Gwinnett County
Figure 9.2. Examples of Designated Bicycle Routes.
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Figure 9.3. Local, Regional, State and U.S. Bicycle
Routes in Georgia
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Figure 9.4. Georgia Bicycle Route Network (1997).
9-11
Local and Regional Bicycle Networks
Many regional planning commissions, MPOs, and local governments have developed bicycle networks
based on regional or local planning studies. An example of a regional planning commission network
(which includes existing and planned routes) is provided in Figure 9.4 Atlanta Regional Commission
(ARC) Bicycle Network Recommendations. Refer to the ARC planning document, Atlanta Region
Bicycle Transportation and Pedestrian Walkways Plan for more information on this network. Many
cities and counties have also adopted bicycle or comprehensive transportation plans: these plans often
include one or more bicycle network maps.
Maps showing bicycle routes are commonly available on web sites for these organizations. These
maps where available must be consulted to the bicycle warrants presented in Section 9.4.2 Bicycle
Warrants of this manual. Prior to the selection and design of accommodations for a bicycle route, the
local government, MPO or regional planning commission which prepared the map should be contacted
to verify that the map is current and correctly shows the route alignment. The GDOT State Bicycle and
Pedestrian Coordinator can be consulted with any questions, and should be consulted if maps show
conflicting information.
State of Georgia Bicycle Network
The GDOT has developed a network of cross-state bicycle routes to facilitate long-distance bicycle
travel in Georgia (see Figure 9.3., State of Georgia Bicycle Network). These routes consist primarily
(where facilities are present) of on-road facilities, such as paved shoulders and bicycle lanes, and
wayfinding or cautionary signs. Route selection considers the population of the areas connected rather
than populations along the actual route. They support natural connections between adjoining states;
links metropolitan areas, transportation hubs, or major attractions; and provide access to scenic,
cultural, historical, and recreational destinations. Detailed maps for these routes are available at the
following URL: http://www.dot.ga.gov/travelingingeorgia/bikepedestrian/Pages/Maps.aspx.
Routes identified as part of the State of Georgia Bicycle Network shall, at a minimum, comply with the
basic bicycle accommodations outlined below:

All long-distance bicycle routes will meet the criteria for an approved numbered bicycle route
system established by the American Association of State Highway and Transportation Officials
(AASHTO), Manual on Uniform Traffic Control Devices (MUTCD), and GDOT guidelines;

Georgia state bicycle routes will be coordinated with neighboring states to ensure consistency
with regional or U.S. Bicycle Route networks and allow for interstate bicycle travel; and

The addition of accommodations along long-distance bicycle routes should include the
installation of bicycle route number signs and wayfinding or cautionary signs at appropriate
locations.
U.S. Bicycle Route System
The goal of the U.S. Bicycle Route System is to facilitate travel between the states through a network of
numbered interstate bicycle routes (refer to the AASHTO Purpose and Policy, U.S. Numbered Bicycle
Routes). This initiative will help achieve two goals identified in the Georgia Bicycle and Pedestrian
Plan, to:

develop a transportation network of primary bicycle routes throughout the state to provide
connectivity for intrastate and interstate bicycle travel;

promote establishment of U.S. numbered bicycle routes in Georgia as part of a national network
of bicycle routes.
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Three initial 50-mile wide corridors are being considered for establishment of U.S. Bicycle Routes in
Georgia, which are the following:

USBR 1, which travels from Camden County (Florida Border) to Chatham County (South
Carolina border) along the coast;

USBR 15, which travels from Lowndes County (Florida border) to the North Carolina border
through the center of the state;

USBR 84, which travels from the South Carolina border to the Alabama border through the
Piedmont Region and Atlanta area;
Detailed routes (turn by turn) within these three corridors have yet to be defined. Accordingly, GDOT
encourages other state agencies, regional planning commissions, MPOs, local governments, bicycling
interest groups, and managers of bicycle facilities to contribute towards the assessment and
identification of detailed routes along these corridors.
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1997
Figure 9.5. Atlanta Regional Commission (ARC) Bicycle
Network Recommendations.
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Figure 9.6. Georgia Map Showing Counties with FixedRoute Transit Systems.
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9.3.3. Transit Networks
There is a large number of transit agencies in Georgia which connect together to form a broad network
of fixed route bus, paratransit, and rail services. This network includes several types of transit service
(see below) as part of 15 urban networks and 110 public transportation programs which covers more
than half of Georgia counties and all 15 MPOs.
Types of Transit Service
Six basic types of transit service commonly found in urban and rural transit systems are defined below,
the last three of which are high-capacity type transit systems.
Paratransit –an alternative mode of transportation which largely provides demand response type
services. As this form of transit inherently does not follow fixed routes or schedules and utilizes smaller
vehicles such as vans and small buses, accommodations for paratransit are not normally considered
during the design of roadway infrastructure projects.
Local Bus – bus service operating at a fixed frequency that serves designated stops along a fixed
route. Local bus service usually operates in the normal travel lanes of the urban roadway network.
MARTA , Cobb County Community Transit, and Chatham Area Transit are examples of transit agencies
which provide local bus route services. Although classified as fixed-route transit, local and express bus
routes are more frequently subject to change than other forms of transit.
Express (or Rapid) Bus – similar to local bus but with fewer stops than local service. Express buses
normally operate during peak travel periods and include few but longer routes than local bus. MARTA,
Cobb Community Transit, Gwinnett County Transit, and GRTA are examples of transit agencies which
provide express bus route services.
Bus Rapid Transit (BRT) – enhanced bus service with limited stops and technology, which helps
speed up travel. BRT operates in shared (I.e., designated lanes) or exclusive right-of-way along urban
roadways and freeways.
Heavy Rail Transit (HRT) – A passenger transit service which utilizes separate right-of-way rail lines
either below or above ground, such as MARTA‘s rail system. The term “heavy” refers to the number of
passengers the trains can carry, and not the weight. Heavy rail trains typically carry more passengers
than light rail but fewer than commuter rail. MARTA is an example of a transit agency which provides
HRT.
Light Rail/Streetcar – Light Rail/Streetcar is also a fixed guideway transit system and operates in a
variety of operating environments. These environments include in an exclusive right-of-way, in a
shared right-of-way (including a median or parallel to a roadway), or in-street operation with other
vehicles (i.e., streetcars). Vehicles lengths can range from short rail cars similar to a bus or multiple car
trains. Because of their design, light rail systems typically operate at lower speeds and feature closely
spaced stops.
Urban Transit Networks
Urban transit networks are more likely to require user accommodations as most fixed-route system are
located in urban areas. Figure 9.5 Georgia Map Showing Counties with Fixed Transit Systems is
available from the GDOT Intermodal Office and can be used to identify counties which have fixed-route
transit systems. Maps showing existing and planned transit networks should be available from transit
service providers, local governments, MPOs, and regional planning commissions. The Transit Unit of
the GDOT Intermodal Office can be contacted to help locate maps which apply to a specific project
corridor. For the Atlanta region, refer to the ARC Strategic Regional Thoroughfare Plan for planned
transit routes.
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9.4. Warrants for Accommodation
The Georgia Department of Transportation has established the following warrants as standards and
guidelines to ensure that appropriate pedestrian and bicycle accommodations are included in
transportation infrastructure projects where pedestrians and bicyclists are permitted to travel. In a
similar manner, warrants for transit accommodations are presented. Warrants for pedestrian, bicycle,
and transit (both user and vehicle) accommodations must be evaluated as part of project concept
development, and documented in the concept report.
If it is not practical to include appropriate accommodations where a criterion denoted below as
“Standards” is met, then agency approval and documentation will be required by formal Design
Variance before the corresponding accommodation can be excluded from the project. To obtain
a Design Variance, a comprehensive study and formal request shall be submitted using the
format and procedures outlined in Chapter 8 of the GDOT Project Development Process (PDP).
Refer also to Section 2.2 of this Manual.
9.4.1. Pedestrian Warrants
Standards – Pedestrian accommodations shall be considered in all planning studies, and included in
all reconstruction, new construction, and capacity-adding projects which include curb and gutter as part
of an urban border area (See Figure 9.7) or are located in areas with any of the following conditions:

along corridors with pedestrian travel generators and destinations (i.e. residential
neighborhoods, commercial areas, schools, public parks, transit stops and stations, etc), or
areas where such generators and destinations can be expected prior to the design year of the
project;

where there is evidence of pedestrian traffic (e.g., a worn path along roadside);

where pedestrian crashes equal or exceed ten for a ½-mile segment of roadway, over the most
recent three years for which crash data is available; and

where a need is identified by a local government, MPO or regional commission through an
adopted planning study.
Guidelines – Pedestrian accommodations should be considered on projects that are located in areas
with any of the following conditions:

within close proximity (i.e., 1 mile) of a school, college, university, or major public institution
(e.g., hospital, major park, etc,…);

within an urbanized area; or area projected to be urbanized by an MPO, regional commission,
or local government prior to the design year of the project;

where there is an occurrence of pedestrian crashes; and

any location where engineering judgment, planning analysis, or the public involvement process
indicates a need.
The need for pedestrian accommodations for access to transit facilities should be evaluated as part of
Section 9.4.3 Transit Warrants.
As part of PM projects and 3R projects, improvements and/or repairs to curb ramps should be
assessed on a case-by-case basis. The Office of Maintenance will determine the eligibility for
improvements and/or repairs to curb ramps at a formal field plan review.
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9.4.2. Bicycle Warrants
Standards – Bicycle accommodations shall be considered in all planning studies and included in all
reconstruction, new construction, and capacity-adding projects that are located in areas with any of the
following conditions:

if the project is on a designated (i.e., adopted) U.S., State, regional, or local bicycle route;

where there is an existing bikeway along or linking to the end of the project corridor (e.g.,
shared lane, paved shoulder, bike lane, bike boulevard, or shared-use path);

along corridors with bicycle travel generators and destinations (i.e. residential neighborhoods,
commercial centers, schools, colleges, scenic byways, public parks, transit stops/stations, etc.);

on projects where a bridge deck is being replaced or rehabilitated and the existing bridge width
allows for the addition of a bikeway without eliminating (or precluding) needed pedestrian
accommodations; and

where there is an occurrence of reported bicycle crashes which equals or exceeds five for a 1mile segment of roadway, over the most recent three years for which crash data is available.
Guidelines – Bicycle accommodations should be considered on projects that are located in
areas with any of the following conditions:

within close proximity (i.e., 3 miles) of a school, college, university, or major public institution
(e.g., hospital, major park, etc,…);

where a project will provide connectivity between two or more existing bikeways or connects to
an existing bikeway;

where there is an occurrence of bicycle crashes;

along a corridor where bicycle travel generators and destinations can be expected prior to the
design year of the project;

any location where engineering judgment, planning analysis, or the public involvement process
indicates a need.
The need for bicycle accommodations for access to transit facilities should be evaluated as part of
Section 9.4.3 Transit Warrants.
On resurfacing projects in urban areas, GDOT will consider requests from local governments to restripe
the roadway and narrow travel lanes, to add bicycle lanes. A shared lane may be considered if
sufficient width is not available for a bicycle lane. Restriping that includes narrowing of the travel lanes
will be considered where space is available and where the motor vehicle crash rate for sideswipe
crashes (for the most recent three years for which data is available) does not exceed the statewide
average for the same functional classification.
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9.4.3. Transit Warrants
Standards – Transit accommodations shall be considered in all planning studies and included in all
reconstruction, new construction, and capacity-adding projects that are located in areas with any of the
following conditions:

for transit vehicles: on corridors served by fixed-route transit; and

for pedestrian transit users: within the ½-mile pedestrian catchment area of an existing fixedroute transit facility (i.e., stop, station, or park and ride lot). A catchment area is defined by a
radial distance from a transit facility per Federal Transit Administration (FTA) guidelines - this
includes crossing and intersecting streets.
Guidelines – Transit accommodations should be considered on projects that are located in
areas with any of the following conditions:

for bicycle transit users: within the 3-mile bicycle catchment area of an existing fixed-route
transit facility;

along a corridor programmed (and funded) to begin construction of high-capacity transit before
the roadway project design year; and

for all transit users: between transit stops/stations and local destinations.
Where a warrant is met, the need for accommodations should be validated through coordination with
the transit service provider (and MPO, regional planning commission and/or local government, where
applicable). This coordination is necessary for existing as well as planned transit facilities. It should be
recognized that although classified as fixed- route transit, local and express bus routes are periodically
changed in order to improve services to riders.
9.4.4. Exclusions
The consideration of bicycle and pedestrian warrants may be excluded from roadways with any of the
following conditions:

for very low speed (i.e., < 35mph)residential roadways where pedestrians and bicyclists can
safely share the roadway with motor vehicles;

on side road tie-ins where there is no existing sidewalk or bicycle accommodation and widening
of construction limits for sidewalk or bicycle accommodation would result in disproportionate
impacts to adjacent property (as decided by the project development team on a case-by-case
basis); and

sidewalks are not required in rural areas where curb and gutter is placed at the back of the
useable shoulder for the sole purpose of reducing construction limits.
Accommodations may be omitted, after approval of a Design Variance, where the cost of providing the
required accommodations is excessively disproportionate to the need or probable use. Excessively
disproportionate may be defined as exceeding 20% of the total project cost. This cost should consider
construction, required right-of-way, environmental impacts, and in some cases operation and
maintenance. Where accommodations provide safety benefits to address bicycle and/or pedestrian
crash history, these benefits must be considered. Refer to Section 2.2.2 Design Variance of this
Manual) for requirements relating to Design Variances.
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9.5. Design of Accommodations
9.5.1. Pedestrian Accommodation Design
The Georgia DOT has compiled the following design criteria as recommended dimensions when
designing pedestrian accommodations in Georgia. These criteria were developed with reference to the
PROWAG developed under the umbrella of the United States Access Board to meet ADA
requirements. In some cases, GDOT provides more specific and selective criteria (e.g., relating to the
design of sidewalks). If it is not practical to comply with the following GDOT criteria, then the designer
shall, at a minimum, comply with the criteria published in the PROWAG.
If an engineer determines that the nature of an existing or proposed facility makes it technically
infeasible to comply fully with the accessibility standards published in the PROWAG, then the design or
alteration shall provide accessibility to the “maximum extent feasible.” The approval of a Design
Variance from the GDOT Chief Engineer will be required before a design or alteration can be
retained or incorporated into a project that does not comply with the criteria published in the
PROWAG.
For design of pedestrian accommodations in urban areas, GDOT recommends the report “Accessible
Public Rights-of-Way Planning and Design for Alterations,” published by the Public Rights-of-Way
Access Advisory Committee (PROWAAC). The report is located on-line at: http://www.accessboard.gov/prowac/alterations/guide.htm.
Location of Sidewalk
Sidewalks are typically provided along urban shoulders, wherever curb and gutter is utilized along the
outside edges of pavement of the mainline. See Chapter 6.7 Border Area (urban shoulder) of this
Manual for a more complete definition of an urban shoulder. Sidewalks may also be needed along rural
shoulders. The design of sidewalks along urban and rural shoulders is illustrated in Figures 9.7 and
9.8, respectively.
Width of Sidewalk
GDOT recommends the minimum width of sidewalk be 5-ft of clear unobstructed space which should
allow adequate space for two wheelchairs to pass. Higher pedestrian usage may warrant the use of
wider sidewalks. Sidewalks wider than 5-ft may be appropriate to accommodate higher pedestrian
flows, refer to Toolkit 5 of the GDOT Pedestrian and Streetscape Guide. When right-of-way is limited at
intersections, the designer should be careful not to violate this requirement by placing a sign post,
signal mast arm, signal cabinet, strain pole, pedestrian signal pedestal, or any other fixed object in a
way that would reduce this width.
The PROWAG specifies that “Where the clear width of pedestrian access routes is less than 1.5 meters
(5 feet), passing spaces must be provided at intervals of 61 meters (200 feet) maximum. Passing
spaces must be 1.5 meters (5 feet) minimum by 1.5 meters (5 feet) minimum. Passing spaces are
permitted to overlap pedestrian access routes.”
Pedestrian Buffer Area
A pedestrian buffer area (often referred to as a buffer or landscaping strip) separates the sidewalk and
the vehicle traveled way, as the physical area between the back of curb and the roadside edge of
sidewalk. The buffer strip allows room to place utilities, bus stops, landscaping, street furniture, signs,
and mail boxes without obstructing the pedestrian travel way, as well as providing comfort and safety
benefits for walkers.
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GDOT recommends a 6-ft wide buffer strip between the back of curb and the sidewalk. If a roadway
has multiple driveways, a 6-ft buffer strip will provide the offset required to connect the sidewalk along
the back of a standard concrete valley gutter driveway, without a shift in the sidewalk alignment. A
buffer strip also provides some protection from overhanging objects from vehicles, and also creates a
psychological barrier, enhancing pedestrian comfort. Grassing or pavers for the buffer strip are
preferred, to provide a color contrast which may assist visually impaired pedestrians to better
distinguish between the sidewalk and roadway.
The buffer strip width should be no less than 2-ft. This reduced width may be appropriate where the
separation between travel lanes and the sidewalk is increased by the inclusion of on-street parking or
bicycle lanes.
Where right-of-way constraints will not permit a 2-ft buffer width, sidewalk may be constructed adjacent
to the back of curb. For example, this may occur in Central Business Districts or where buildings are
adjacent to the right-of-way.
Bus Stops
Along corridors where a fixed-route local bus service is provided, the applicable transit service provider
should be consulted to ensure that all bus stops have an ADA compliant bus landing pad to allow for
the safe deployment of wheel chair ramps.
Cross-Slope
The maximum allowable sidewalk cross-slope is 2.0%.
Longitudinal Slope
The longitudinal slope (grade) of a sidewalk shall not exceed the general grade established for the
adjacent street or roadway. In cases where sidewalk alignment deviates from the adjacent roadway,
the longitudinal slope of the sidewalk should not exceed 5%. Where the longitudinal slope exceeds 5%
additional requirements apply (refer to the PROWAG).
Curb Ramps
The ADA requires that accessible curb ramps be included at crosswalks.

The ramp profile shall have a running slope between 5 percent minimum and 8.3 percent
maximum.

The ramp should be placed in line with pedestrian flow and crosswalks (i.e., a perpendicular
ramp), where practical. Where a diagonal curb ramp is used, the right and left edges of the
ramp must be perpendicular to the curb.

The bottom of diagonal curb ramps shall have 48 in. minimum clear space between the curb line
and the vehicle traveled way line.
Refer to GDOT Construction Standards and Details, Construction Details A-1, A-2, A-3, and A-4 for
additional information regarding the typical location and design of curb ramps.
Sidewalk Surface
The surface of the pedestrian access route shall be firm, stable and slip resistant. Surface
discontinuities shall not exceed ½ in. vertical or horizontal.
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In situations where existing sidewalk will be retained, vertical discontinuities between ¼ in. and ½ in
shall be beveled at 1V:2H minimum. The bevel shall be applied across the entire level change. In
situations where existing sidewalk will be retained, the project must repair/replace areas of sidewalk
that have heaved (vertical) more than ½ in., or if there are more than ½ in. gaps (horizontal) in the
sidewalk.
Detectable Items for the Impaired
Detectable warnings are devices that alert visually impaired persons that they are entering or exiting a
potentially hazardous area. All ramps shall incorporate a detectable warning surface (see GDOT
Construction Detail A-4). The minimum width of the detectable warning surface is the width of the curb
ramp exclusive of flared sides. Detectable warnings should also be used where a need has been
determined.
Crosswalks
Crosswalk design, placement, and the selection of additional safety treatments (where necessary)
should meet GDOT’s most recent guidance located in Section 12.2.3 of the GDOT Signing and Marking
Design Guidelines and in GDOT Construction Detail T-11A. Refer to the Draft Crosswalk Guidance
mentioned in Section 12.2.3.
Bridges
A typical sidewalk width across a bridge in an urban area is 5’-6” without a buffer strip between the
back of curb and sidewalk. Therefore, the width of the sidewalk should transition from the roadway
cross section to the bridge cross section before the approach slab. This should include eliminating the
buffer strip in advance of the bridge.
Tapering down a sidewalk to match the bridge shoulder is typically done in a space between 50-ft to
100-ft in advance of the bridge. Where guardrail is used on the bridge approaches, the sidewalk
transition should follow the guardrail offset transition.
Work Zones
For pedestrian accessibility requirements during construction see GDOT Special Provision, Section
150.02 – K. Pedestrian Considerations. The current GDOT SP 150 – Traffic Control is located on
GDOT’s website at the following address:
http://www.dot.ga.gov/doingbusiness/theSource/special_provisions/shelf/sp150.pdf
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Figure 9.7. Illustrations of Pedestrian Facility Design – Urban Border Area.
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Figure 9.8. Illustrations of Pedestrian Facility Design – Rural Border Area.
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9.5.2. Bicycle Accommodation Design
GDOT adopts the guidance published in the 2012 AASHTO Guide for the Development of Bicycle
Facilities (AASHTO Guide) for the selection and design of bicycle accommodations. Design
consistency with local or regional bicycle design guidelines should be considered where these
guidelines are consistent with the AASHTO Guide.
GDOT recognizes the eight types of bikeways presented in Table 2-3 of the AASHTO Guide. An
appropriate bikeway type should be selected from this table based on the type and conditions of the
street or corridor involved. For on-road bikeways urban areas, bicycle lanes are generally preferred
over shared lanes because they provide a separate and more visible network of bikeways which
increases user safety and comfort. If an existing bicycle facility is present in the form of a shared lane,
consideration should be given to upgrading the facility to a bicycle lane.
1.
Bicycle Lanes (including paved shoulders) – a bicycle lane is preferred by GDOT, where
appropriate in accordance with Table 2-3 of the AASHTO Guide. A bicycle lane consists of an onroad bikeway commonly designated for one-way travel, in the same direction as the adjacent travel
lane, for preferential or exclusive use by bicyclists. GDOT has defined 4-ft as the minimum width
for bicycle lanes for both rural and urban type roadways (refer to Figure 9.8 Illustration of Bicycle
Lane Design Along Rural and Urban Roadways). A width greater than 4-ft may be appropriate in
some cases, such as where on-street parking is permitted (refer to Section 4.6.4 and 4.6.5 of the
AASHTO Guide).

Rural Roadways: the 4-ft bicycle lane (or “paved shoulder”) is incorporated into the overall
width of a 6.5-ft wide paved shoulder which includes a 16-in rumble strip offset 12-in from the
traveled way. The shoulders are designed with a skip pattern rumble strip to allow bicyclists to
smoothly enter and exit the bicycle lane. Refer to Georgia Construction Detail S-8 for additional
information regarding the design of bicycle lanes and rumble strips on paved shoulders.

Urban Roadways (with curb & gutter): the 4-ft bicycle lane is developed between the traveled
way and gutter. The bicycle lane does not include the gutter width. A 2-ft additional width should
be provided for bicycle lanes located adjacent to on-street parking, where practical. The
designer should note, if the space to the right of the traveled way stripe is less than 4-ft wide,
the route cannot be signed or marked as a “bicycle lane”.
A 2-ft to 4-ft wide pavement marking buffer (i.e., buffered bicycle lane – refer to the NATCO
Urban Bikeway Design Guide) between the travel lanes and the bicycle lane may be considered
for roadways with posted or operating speeds of greater than 35 mph.
Bicycle safe drop-inlet grates are required for all urban roadways (i.e., curb and gutter) with
on-road bicycle facilities.
2. Shared Lanes – shared lanes should be used where space constraints or other limitations do not
allow for the width required for a bicycle lane. A shared lane bikeway requires that motorized
vehicles and bicycles share the outside travel lane of the roadway. Shared lanes may take the form
of either a wide outside lane or a marked shared lane (refer to Table 2-3 of the AASHTO Guide for
the Development of Bicycle Facilities).
The minimum width for a wide outside lane is 14-ft. This allows motor vehicles to pass a bicyclist
with a 3-ft clearance between the bicycle and the motor vehicle. This 14-ft width does not include
the width of a gutter pan and generally is appropriate for use on arterials and collectors with traffic
volumes which exceed 3,000 vehicles per day – a bicycle lane is still preferred where adequate
width is available. Shared lanes should be signed in accordance with the 2009 MUTCD.
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Where posted speeds do not exceed 35 mph and it is desirable to provide a higher level of
guidance to bicyclists and motorists, shared lanes may be marked with a shared-lane marking
symbol – i.e., “marked shared lanes” (refer to the 2009 MUTCD Section 9C.07). Marked shared
lanes should be used along a corridor where bicycle lanes are the prevailing facility, but space
constraints or other limitations do not permit continuous bicycle lanes. Proper striping transitions
should be provided between the two types of bikeways.
3. Shared-Use Paths – a bikeway within an independent right-of-way or that is physically
separated from motor vehicle traffic by an open space or barrier, located within the roadway rightof-way (i.e., a sidepath). Most shared-use paths are designated for two-way travel and are
designed for both transportation and recreation purposes. Shared-use paths are intended to
supplement a network of on-road bicycle facilities and should not be used as an alternate for an onroad bikeway. Also, shared-use path design is similar to roadway design, but on a smaller scale
and with typically lower design speeds (refer to Chapter 5 of the AASHTO Guide).
Shared-use paths may also be used by pedestrians, skaters, equestrians, and other non-motorized
users and should be designed accordingly. Since nearly all shared use paths are used by
pedestrians, these facilities must meet all applicable ADA requirements (refer to Section 5.1.1 of the
AASHTO Guide).
Sidepaths are a specific type of shared-use path that run adjacent to the roadway and should only
be used after considering potential conflicts associated with sidepaths (refer to Section 5.2.2 of the
AASHTO Guide). Sidepaths may be considered where one or more of the following conditions exist
(Page 5-10 of the AASHTO Guide):

The adjacent roadway has relatively high-volume and high-speed motor vehicle traffic that might
discourage bicyclists from riding on the roadway, potentially increasing sidewalk riding, and
there are no practical alternatives for either improving the roadway or accommodating bicyclists
on nearby parallel streets.

The sidepath is used for a short distance to provide continuity between sections of path in
independent rights-of-way, or to connect local streets that are used as bicycle routes.

The sidepath can be built where there are few roadway and driveway crossings. (A pair of
sidepaths – one on each side of the roadway - may be considered for roadways with frequent
cross-streets and driveways. Each sidepath would be signed for one-way bicycle traffic.)

The sidepath can be terminated (at each end) onto streets that accommodate bicyclists, onto
another path, or in a location that is otherwise bicycle compatible.
The design of bikeways should give particular attention to providing connections between on-road and
off-road bikeways and reducing bicyclist/motorized vehicle conflicts at cross-streets, driveways and
other intersections (refer to Sections 4.8 and 5.3 of the AASHTO Guide).
Refer to the MUTCD and the GDOT Signing and Marking Design Guidelines for guidance related to
bicycle facilities.
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Figure 9.9. Illustration of Bicycle Lane Design along Rural and Urban Roadways.
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9.5.3. Transit Accommodation Design
Transit user accommodations commonly include pedestrian/bicycle accommodations that provide safe
and convenient access to a transit facility. For the design of accommodations which address user
access to a transit facility refer to Sections 9.5.1 Pedestrian Facility Design and 9.5.2 Bicycle
Facility Design of this Manual.
For transit user accommodations at a transit facility (e.g., most commonly a concrete landing pad for a
transit stop) and for transit vehicle accommodations refer to the following publications:

Geometric Design of Highways and Streets, AASHTO, 2011;

Guide for High-Occupancy Vehicle (HOV) Facilities, AASHTO, 2004;

Guide for the Design of Park-and-Ride Facilities, AASHTO, 2004; and

Guidelines for the Location and Design of Bus Stops (TCRP Report 19), TCRP, 1996.
In most cases, high capacity transit vehicle accommodations (e.g., traffic signal preemption, queuejumper lanes) would be included as part of a transit-focused project. Preservation of right-of-way may
be considered as part of a roadway project.
The location, selection, and design of accommodations at a transit facility and for transit vehicles
should be coordinated with the affected transit service provider and local government, where
applicable.
9.6. Acknowledgements
The GDOT Complete Streets Design Policy was developed by the GDOT Division of Engineering in
coordination with the Divisions of Operations and Permits, Planning, and Intermodal. The Division of
Engineering acknowledges and appreciates the efforts of Byron Rushing for his part in helping develop
the original GDOT Bicycle and Pedestrian policy and for his assistance with expanding that policy to its
present form, as a Complete Streets policy.
The GDOT Division of Engineering also acknowledges and appreciates the efforts of the below
individuals who provided valuable comments on draft versions of this policy.














Byron Rushing, Amy Goodwin
Rebecca Serna
Brent Buice
Joshuah Mello, Alexandra Frackelton
Amanda Thompson
Robert Dell-Ross, Andrew Antweiler
Laraine Vance
Brian Borden
Vince Edwards
Donald Williams, John Crocker,
Tameka Wimberly
Barbara McCann, Stefanie Seskin
Sally Flocks
Keith Melton
Andrew Edwards
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ARC
Atlanta Bicycle Coalition
Georgia Bikes!
City of Atlanta
City of Decatur
City of Roswell
Cobb Community Transit
Georgia Regional Transportation Authority (GRTA)
Gwinnett County Transit
Metropolitan Atlanta Rapid Transit Authority (MARTA)
National Complete Streets Coalition
PEDS
USDOT Federal Transit Administration (FTA)
USDOT FHWA Georgia Division
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